Internal-combustion engine



J y 1929- F. x. ATZBERGER INTERNAL COMBUSTION ENGINE Filed Aug. 26, 1927,,,,,,,,,iii/// INVENTOR /7TZ52 are ATTORNEY FEHNK 6 Patented July 23,1929.

firs a sra'r FRANK X, ATZBERGER, or RIDGEFIELD, unw JERSEY.

INTERNAL-COMBUSTION ENGINE.

Application filed August 26, 1927. Serial No. 215,535.

Theinvention relates to internal combustion engines of the type whichinclude a cooling system in which a circulation of water constitutes thecoolingmediumf Such systems, particularly when the engines are installedin automotive vehicles, are liable to become frozen when the temperatureis at or below the freezing point, and in such cases ofttiines result inserious injury to the engine. The object of the invention is to providea novel and simple means whereby injury to the engine, as a result offreezing up of the cooling system will be efliciently and positivelyprevented. The invention will be fully de scribed hereinafter and thefeatures of novelty will be pointed out in the claims.

In the accompanying drawing, which illustrates an example of theinvention without defining its limits, Fig. 1 is a diagrammaticelevation partly broken away of an engine equipped with the novel means;Fig. 2 is a diagrammatic plan view with parts in sec tion; and Fig. 8 isa diagrammatic crosssection on the line 3-8 of Fig. 2.

The engine primarily maybe of any usual type and conventionalconstruction and includes the customary block 10 in which the cylinders11 are located; in the illustrated example a head 12 is secured upon theblock 10 by bolts 13 in the well known way. The block 10 and head 13 areprovided respectively with chambers 14: and 15 which are incommunication with each other and with the customary radiator orequivalent heat exchanging device and comprise part of the coolingsystem through which the water or other cooling fluid circulates.

As shown in Figs. 1 and 2 the chambers 14 and 15 are closed at their oneends and open to the exterior of the engine at their other ends toreceive tubes 16 and 17 respectively which preferably are closed attheir inner ends and open at their outer ends; the tubes are made ofbrass, copper or other hard metal having the inherent characteristic ofreturning to its original position and preferably are of elongated ovaland flat form in cross section, as illustrated in Fig. 3. The tubes 16and 17 furthermore are dimensionedto snugly fit the openings at the endsof the chambers 14 and 15, and if desired, may be suitably packed toprevent leakage at these points. The aforesaid tubes extend throughoutsaid chambers 14 and 15, as shown in Figs. 1 and 2 and are fixed inplace therein in any convenient manner; in the preferred arrangement thetubes are provided at their outer, opencnds with outwardly projectingflanges 18 adapted to hem surface engagement with the engine block 10and head'12 respectively for the accommodation of bolts or the like 19,

whereby said tubes are removably secured in he chambers 14: and 15.:

With this arrangement the tubes 16 and 17 are easily inserted into therespective chambers 14: and 15'until the flanges 18 engage the block 10and head 12 respectively, said'flanges, in addition totheir otherfunctions, serving thus to define the operative position of said tubes"in the respective chambers. When in place the tubes 16 and-17 presentsurfaces of material area in the several chambers without howeverinterfering with the circulation-of the cooling water ther ethrough.

If at any time the water or its equivalent in the chambers 14: and 15should freeze, the

pressure of the resulting ice upon the surfaces of the tubes 16 and 17will compress the latter, so that any pressures thus developed will beabsorbed by said tubes and consequcntly will have no effect to injurethe engine. As the tubes 16 and 17 are thus compressed by the pressureof the frozen cooling medium, the air within said tubes will be forcedtherefromthrough the outer open ends of said tubes, so that no effectiveresistance to the aforesaid compression will be developed in the tubes.When, due to the .thawing of the frozen water or its equivalent, thepressure on the tubes is relieved, the inherent tendency of the metal toresume its normal position, will restore the tubes to their origi nalcross-sectional form. The tubes in question thus provide an adequate andefiicient protection to the engine against injury from freezing up ofthe cooling system. By having the inner ends of the tubes 16 and 17closed circulation of air therethrough whereby undesirable chilling orcooling of the engine might take place, particularly in the case of aswiftly moving automotive vehicle, is avoided. Furthermore, the chambers14 and 15 are easily provided with the openings through which the tubes16 and 17 may be inserted, and the latter are easily placed in positionin and removed from said chambers at will. Repairs to the tubes orreplacement thereof may thus be accomplished with a minimum of effortand in a minimum of time. The arrangement in addition is such that thedevices may be readily incorporated in existmg engines at very smallcost.

The improvement is of greater efliciency than an arrangement whichincludes closed tubes, for instance, as shown in my Patent #1,580,633,for the reason that the air in the closed tubes creates cushions thereinwhich resist the compression of said tubes and thereby neutralize thebeneficial effects thereof. Also in case the tubes develop leaks andpermit the cooling medium or water to enter the same, such water or itsequivalent may easily pass out of the open ends of said tubes, wherebyfreezing of any water which may leak into said tubes and interfere withthe intended operation thereof is prevented. If it is found that thecompletely open ends of the tubes develop too great a cooling of theengine, due to the cool air in said tubes, provision may be made toreduce the area of said open ends without interfering with the exit ofany water therefrom as described above; in such cases the air in saidtubes would be trapped to a certain extent and consequently would becomeheated and thereby add to the efiiciency of the engin e, without howeverbeing prevented from passing out of Silld tubes should the latter becomecompressed because ofthe freezing up of the cooling fluid. Furthermore,the closed tubes located in the closed chan'ibers, as in said patent,present structural problems which are difficult and expensive toovercome.

Various changes in the specific form shown and described may be madewithin the scope of the claims without departing from the spirit of theinvention.

I claim:

1. The combination of an internal combustion engine provided withcooling chambers comprising part of a circulatingwater cooling system,said chambers having openings to the outer air, and tubes of hard metalhaving an elongated form in cross-section fitted in said openings andextending into said chambers, said tubes having their inner ends closedand provided with openings communicating with the outer air at theirouter ends. 2. The combination of an internal combustion engine providedwith cooling chambers comprising part of a circulating water coolingsystem, said chambers having openings to the outer air, tubes ofhardmetal having elongated flat form in cross-section fitted in saidopenings and extending into said chambers, said tubes having their innerends closed and their outer ends open, flanges at the outer ends of saidtubes adapted to lie against said engine, and fastening means extendingthrough said flanges into said engine for securing said tubes in place.I

3. In an internal combustion engine, the combination of a cylinderblock, a head carried by said block, said block and head being providedwith cooling chambers comprising parts of a circulating water coolingsystem and having openings to the outer air, hard metal tubes ofelongated, flat cross-section fitted into said openings and extendinginto said chambers, said tubes having their inner ends closed and theirouter ends open, outwardly projecting flanges at the open ends of saidtubes adapted to lie against the surfaces of said block and head todetermine the operative position of said tubes in said chambers, andbolts extending through said flanges into said block and headrespectively for fixing said tubes in place.

In testimony whereof I have hereunto set my hand.

FRANK X. ATZBERGER.

